Three point vehicle leveling with multi point stabilizing systems

ABSTRACT

Aspects herein relate to using a three points to control the angular orientation of a structure via three or more jacks, and then stabilizing the structure via one or more stabilizers. In some aspects, the foregoing structure may include, for example, a motor home, recreational vehicle, travel trailer or fifth wheel trailer.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Provisional Patent ApplicationNo. 62/364,152, filed Jul. 19, 2016, the disclosure of which isincorporated herein by reference. This application also claims priorityto U.S. Provisional Patent Application Nos. 62/479,385, filed Mar. 31,2017, the disclosure of which is incorporated herein by reference.

TECHNICAL FIELD

The disclosures herein relate in general to control of the orientationof structures utilizing a leveling system having a plurality of jacksthat contact the surface at three (3) points, and manipulating theextension and retraction of those jacks via a controller system withintegrated sensor.

BACKGROUND

Large structures or vehicles which remain in place for extended periodsof time (such as recreational vehicles, or RVs) can benefit from beingleveled with respect to the ground on which they are placed. To levelsuch vehicles, a plurality of jacks connected to the frame of thestructure are provided, which extend or retract to raise, lower, andadjust the attitude of the structure. Solutions for automatic vehicleleveling rely upon user-actuated or semi-automatic leveling controlswhich provide feedback. Some automatic solutions have been proposed aswell. These solutions utilize two axis tilt sensors which provide analogsignals to controllers or signaling components to determine the pitch orroll of the structure with respect to a predefined reference line (e.g.,direction of gravity) or plane (e.g., plane perpendicular to directionof gravity).

SUMMARY

An embodiment provides an system for correcting the attitude of at leasta selected portion of a structure, the leveling system comprising acontroller configured to send and receive at least one signal indicativeof the attitude of the structure, and a plurality of leveling zones thateach have one or more motorized levelers that are independentlyconnected to the controller, so that the control may send a signal toany of the levelers to extend or retract. The controller may beconfigured to execute a leveling sequence automatically according to anoptimum sequence or to execute a leveling sequence semi-automatically byindicating a proper sequence to manually actuate the levelers. In someembodiments, the leveling system further comprises a remote devicehaving a user interface, a memory configured to store one or moreinstructions received from the user interface, and a processor that isconfigured to communicate the one or more instructions to thecontroller, thereby resulting in an extension or a retraction.

The leveling system may also include a sensor configured to measure theattitude of the structure. In some embodiments, the sensor is a freelymovable sensor that may be moved around relative to the structure,whereas in other embodiments the sensor is integrally disposed withinthe remote device. In some embodiments, the processor of the remotedevice is configured to calculate an angular orientation of a selectedportion of the structure and generate a signal indicative of the angularorientation, and in other embodiments a user identifies the selectedportion of the structure by placement of the remove device, and thecontroller is configured to calculate a leveling sequence based on theone or more instructions received from the user interface and the signalindicative of the angular orientation. In various configurations, theremote device includes a transceiver that permits transmission of atleast one control signal to and from the controller, and in some ofthese configurations the control signals are wirelessly communicated toand from the controller via a wireless communication technology selectedfrom the group consisting of radio frequency, microwave communication,infrared short-range communication, near field communication, Bluetooth,and any combination thereof.

The leveling may have various configurations. For example, in someconfigurations the first leveler is a first jack and in otherembodiments the first leveler is a front tongue jack. In even otherembodiments, the at least one second leveler is a first rear jack, andthe at least one third leveler is a second rear jack. In someembodiments, the second leveler is a first leg of a stabilization systemand the third leveler is a second leg of the stabilization system, wherethe stabilization system has at least one stabilizer motor configured toextend or retract the first and second legs in response to a stabilizersignal received from the controller. Moreover, in some embodiments thefirst leveler is a front landing gear or a pair of front landing gearoperatively connected to a landing gear motor that extends or retractsthe front landing gear in response to a landing gear signal receivedfrom the controller, and these landing gear may include slip clutches insome embodiments. Also, the leveling system may include one or morestabilization systems in addition to the first, second and thirdlevelers, and such stabilization system having at least one stabilizerleg and a stabilizer motor operatively connected to the stabilizer leg,the stabilizer motor being configured to extend or retract therespective stabilizer leg in response to a stabilizer signal receivedfrom the controller; and such stabilization systems may further includea slip clutch and/or a relay.

In embodiments there is also provided a method for analyzing theattitude of a structure relative, the method comprising analyzing thecurrent angular orientation of the structure using a 6-axis digitalsensor to produce data related to the current angular orientation of thestructure; transmitting the data related to the current angularorientation of the structure to a controller operatively coupled to oneor more jacks for moving the structure from the current angularorientation of the structure to a desired angular orientation of thestructure; and comparing the data related to the current angularorientation of the structure to the desired angular orientation of thestructure.

BRIEF DESCRIPTION OF DRAWINGS

To better understand and appreciate the invention, refer to thefollowing detailed description in connection with the accompanyingdrawings:

FIG. 1 is an isometric view of the vehicle leveling system installed onthe frame of a vehicle such as a recreational vehicle;

FIG. 2 is a schematic representation of a pseudo four-leg vehicleleveling system in accordance with the invention;

FIG. 3 is a flow chart illustrating a security feature for ajack-leveled vehicle; and

FIG. 4 is a diagram of a jack-leveled vehicle.

FIG. 5 is a diagram of axes of a vehicle.

FIGS. 6A-6C illustrate various isometric views of travel trailer framewith an exemplary multi-point leveling system.

FIGS. 7A-7D illustrate various views of an exemplary tongue jack withintegrated user control assembly

FIG. 8 is a top view of a travel trailer having the leveling systemillustrated in FIGS. 6A-6C.

FIGS. 9A-9C are various isometric views of a fifth wheel trailer framewith an exemplary multi-point leveling system.

FIG. 10 is a top view of the fifth wheel trailer frame and multi-pointleveling system of FIGS. 9A-9C.

FIGS. 11A-11C are various isometric views of a fifth wheel trailer framewith another exemplary multi-point leveling system.

FIG. 12 is a top view of the fifth wheel trailer frame and multi-pointleveling system of FIGS. 11A-11C.

FIGS. 13A & 13B are various views of an exemplary leveling jack in theextended and retracted position, which may be utilized in the variousmulti-point leveling systems disclosed herein.

FIGS. 14A & 14B are various views of another exemplary leveling jack inthe extended and retracted position, which may be utilized in thevarious multi-point leveling systems disclosed herein.

FIGS. 15A-15E are various views of an exemplary stabilizer jack systemin extended and retracted positions, which may be utilized in thevarious multi-point leveling systems disclosed herein.

FIGS. 16A-U include various illustrations of an exemplary user interfacefor a leveling system, and further illustrate exemplary functions thatmay be pre-programmed into the leveling system.

DETAILED DESCRIPTION

A leveling system and method for analyzing the attitude of a platform orstructure such as a motor vehicle is described. The leveling system maygenerally comprise a plurality of “levelers” that are actuated to levela structure, and these levelers may include leveling jacks (sometimesreferred to as “jacks”) and/or stabilizers (sometimes referred to as“stabilizer jacks”). In some embodiments, the leveling system comprisesa plurality of leveling jacks and no stabilizers. In other embodiments,the leveling system comprises a combination of leveling jacks andstabilizers such as, for example, (i) a single leveling jack and aplurality of stabilizers or (ii) a plurality of leveling jacks and oneor more pairs of stabilizers. In even other embodiments, the levelingsystem may comprise a plurality of stabilizers but no leveling jackssuch that leveling is achieved via actuation of the stabilizers.

A control system actuates levelers attached to or in contact with theplatform or structure using feedback, such as sensor feedback from a6-axis digital sensor. The 6-axis digital sensor can include a 3-axisgyroscope and 3-axis accelerometer and a processor for interpretingmotion data from the gyroscope and accelerometer. Using data from thegyroscope and accelerometer, the attitude (e.g., pitch, roll, or otherrelative metrics) of the structure can be calculated, and theaccelerometer can be used to determine the rate of change of theattitude. Attitude and rate of change can be measured in reference toany point, line, or plane pre-defined or selected while in progress. Asdetailed herein, leveling may be achieved through actuation of aplurality of levelers and, in these embodiments.

With these arrangements, the leveling controller and associated systemscan be programmable to allow for customization. Included in suchleveling systems are memory, temperature adjustments, and directionalinputs. The accelerometer can be programmable, and in embodimentsincludes ranges of, for example, ±2 g, ±4 g, ±8 g, and ±16 g. The 6-axisdigital sensor can further include on-chip 16-bit. ADCs, programmabledigital filters, a precision clock with small drift (e.g., 1% or lessacross a temperature range such as −40° C. to 85° C.), an embeddedtemperature sensor, and programmable interrupts. The sensor can furtherinclude I2C and SPI serial interfaces, a VDD operating range of 1.71 to3.6V, and a separate digital IO supply, VDDIO from 1.7V to 3.6V. Sensorcommunication can occur with registers using, e.g, I2C at 400 kHz or SPIat 1 MHz. In alternative or complementary embodiments, the sensor andinterrupt registers may be read using SPI at 20 MHz. Due to the mobileapplication, the sensor can also be shock-resistant (e.g., supporting10,000 g shock reliability).

Systems and methods herein can also include security features. Suchfeatures can include security codes having lock-out functionality thatlock the system down in a level position (in a fully static position orallowing automatic re-leveling but no other activity) to preventtampering with the vehicle level, theft, et cetera.

Level sensors may be integrated, for example, to the levelers and anautomatic control device or user control interface to engage ordisengage movement of the leveler or various signals to a user relatedto the status of a leveling operation.

Various components may be integrated with the control system in additionto the 6-axis digital sensor. The sensor may be connected to acontroller having various communication ports (wired and/or wireless),one or more processors, memory (RAM and/or storage), clocks or timers,motors, display devices, and other components typically utilized withjack systems (e.g., hydraulic, electromechanical and associatedcontrollers.

While embodiments described herein relate at times to levelingassemblies or techniques in a recreational vehicle application, one ofordinary skill in the art will recognize such are readily adaptable toother leveling applications and may be utilized with any suitablestructure for the purpose of leveling that structure.

Using information from the 6-axis digital sensor, the controller maymodify the leveler extension distances and rates to respond to vehicledynamics and vehicle attitude. Such modifications may be based upontemperature, and can include, e.g., slowing of the extension rate orpausing the extension due to elevated temperatures. Additionally, therate may either increase or decrease speeds based upon a rate of changeof vehicle dynamics or attitude. Still further, the rate of extensionmay increase or decrease in speed, or even pause, based upon additionalfactors such as noise or scale factor. Additional modifications mayinclude retracting a leveler to re-balance or redistribute a load orload component in a more desirable manner. The sensitivity of the 6-axisdigital sensor and controller can be calibrated. The sample rate of the6-axis digital sensor can be constant or dynamic depending on user input(e.g., user dictates rate or rates) or operational context (e.g.,initial leveling versus re-leveling, amount of tilt). The controller canlimit the speed at which levelers extend, in order to control the amountof angular adjustment in a time period. In alternative or complementaryembodiments, the controller can cause one or more levelers to acceleratefaster than the standard limited rate to correct for a possible error inoperation (e.g., tipping of the structure).

The controller may additionally estimate noise at the 6-axis digitalsensor. In an embodiment, noise can be estimated after movement of theleveler has ceased and the system has settled. In further embodiments,the controller can pause or delay any later actuation of the leveleruntil a static period has passed permitting multiple sensor measurementswith the structure and, controller constantly oriented. In this fashion,noise estimates can be developed from the variance of successive sensorreadings during the static period.

The controller may also change leveler drive rates dynamically tocontrol the tilt rate based upon inputs other than tilt angle. Forexample, if the amount of over or undershoot measured is beyond aspecific threshold the drive rate will be decreased. “Level Stop”readings can be part of the adaptive process that indicates whetherfurther changes are necessary for the next level cycle (e.g., whetherstop point accuracy can be further improved).

The controller may automatically select between multiple levelergrounding procedures for the jacks and/or stabilizers based on vehicleconditions (e.g., initial vehicle attitude) and, for example, may inferleveler ground contact from changes in tilt angle without using inputsfrom discrete sensors. Other sensors related to the levelers may be usedas an alternative or supplemental means for inferring such groundcontact or other conditions. As used herein in various embodiments,“grounding” can include first contact between (i) any one leveler and aground surface, (ii) all levelers and a ground surface (or othersurfaces), (iii) contact between a portion of or an entire foot surfaceof a leveler and the ground surface, (iv) the condition when one or morelevelers reach a pre-determined load threshold (which can coincide withan amount of force sufficient to meet the pre-determined threshold ofweight that the leveler may safely support), (v) the detection of a loadon one or more levelers that is below or above a certain threshold, (vi)or various combinations and variants of the above.

In one technique for leveling, the controller levels a vehicle byextending the levelers in pairs parallel to longitudinal pitch and/orlateral roll vehicle axes. The controller detects and corrects the“worst” axis (the axis around which the greatest out-of-level conditionexists) first when commencing a leveling operation. Other techniques,such as where levelers are extended singularly, may also be utilized.The technique may be automatically selected, or selected by a user. Inembodiments, the user may control an initial leveling, and then turn toautomatic selection of leveling thereafter. In the automatic mode, thecontroller may automatically correct long-term vehicle attitude changesthat occur after initial leveling.

The controller may employ adaptive filtering to maximize signalstability based on rate of angular change and estimated signal noise.Through adaptive filtering, controller response to sensor data may beautomatically changed depending on at least conditions observed. Thisallows the controller to automatically manipulate sensor output indifferent ways to provide a desired result.

Adaptive filtering is accomplished by the controller programmed with asoftware filter algorithm. In embodiments, the filtering may function asand may be similar to a low pass filter. The order of the filter and thepole location is changed depending on operational mode and noise. Whenthe 6-axis digital sensor is attempting to detect ground contact duringinitial grounding of the jacks, the 6-axis digital sensor may be verysensitive to changes in movement. While extending the jacks to contact,the order is lowered and the frequency bandwidth is increased. However,when a leveling sequence is in progress and changes are occurring perthe predefined rate, higher accuracy may be sought and the signal may bemore aggressively filtered.

When levelers (e.g., jacks and/or stabilizers) are not being actuated(in an initialization mode) the continuous sensor reading is checked forthe amount of noise that is present when there is no movement (e.g., “nomovement” noise). If a lot of “no movement” noise is sensed, the initialfilter value is increased accordingly.

During initial extension of the levelers at the beginning of a levelingoperation, to ensure a quick and robust leveling sequence, thecontroller may stop the levelers after they are firmly engaged with theground but before the structure is level. The adaptive filteringalgorithm allows the controller to recognize ground contact by lookingat specific output characteristics received from 6-axis digital sensor.Output characteristics monitored may include noise, rate of change,scale factor and temperature.

The adaptive filter algorithm allows an optimal extension sequence totale place and ensures the most reliable sensing of ground contact. Inone example embodiment utilizing at least four leveling jacks as thelevelers, two jacks are extended simultaneously until the controllersenses that the jacks have contacted the ground. The controller thenactuates the remaining set(s) of jacks, two at a time, until thecontroller senses that they have contacted the ground. In response toinitial ground contact of all the jacks, the adaptive filter is adjustedand the controller extends each individual jack, one at a time, untilall four jacks are firmly grounded. This same leveling sequence may alsobe followed with respect to leveling systems having a combination ofjacks and stabilizers, and for leveling systems that comprise onlystabilizers and no jacks.

As is described above, the filter parameters can be changed dynamicallyto allow a greater sensitivity and to limit excess leveler travel. Theorder and/or the filter frequency (sample rate and/or shift number) isincreased.

Each software mode in the controller can selectively adjust the filterto obtain optimal performance in response, stability, noise immunity,etc. Different variables hold different filtered results and differentcoefficients depending on modes.

The 6-axis digital sensor is operatively coupled (e.g., capable ofcommunicating with using wired or wireless transmission and reception)to the controller and may be mounted at any point on a vehicle to beleveled. The 6-axis digital sensor is configured to provide digitalsignals to the controller representing, for example, the degree oflongitudinal pitch and lateral roll of a vehicle to which the 6-axisdigital sensor is connected. The controller is configured to receive anduse those signals to determine vehicle attitude relative to variousparameters or values (e.g., a calibrated sensitivity factor and auser-defined zero point). Therefore, a motor vehicle leveling system inaccordance with this disclosure allows a user or installer to determinewhich portion(s) of the vehicle will be level relative to gravitydespite the location of the 6-axis digital sensor. The 6-axis digitalsensor may, therefore, be located anywhere in the vehicle. The modulethat houses the 6-axis digital sensor includes a visual to allow aninstaller to properly orient the 6-axis digital sensor in a vehicle, ormay be agnostic of a particular arrangement on the vehicle.

In embodiments, systems and methods herein may include temperaturecompensation to ensure maximum resolution and stability over a widerange of temperature conditions.

In normal operation, the system may include automatic and/orsemiautomatic leveling modes. In both the automatic and thesemiautomatic modes, the unit achieves and maintains a level attitudevia various leveling algorithms. In embodiments, such algorithms caninclude a preset relative zero value, an axis-to-level algorithm, andsubsequent auto correction feature. The relative zero value can bepreset during unit installation and may be used by the controller as areference value in a “smart” zeroing process. Any relative zero valuecan be passed to an algorithm that decides how to optimally level thevehicle (e.g., achieve the zero state each time the vehicle issubsequently leveled). Relative zeros can be arbitrary or determinedwith respect to a point, line (e.g., gravity) or plane (e.g.,perpendicular to gravity). The controller can determine an optimum axissequence that will achieve the zero state with the least overshoot andleveler extension, then executes that sequence by transmitting controlsignals to the levelers. The controller executes that sequence to levelthe vehicle either automatically or semiautomatically. In the automaticmode, the controller operates the proper levelers according to theoptimum sequence. In the semiautomatic mode, the controller indicates toan operator the proper sequence in which to manually actuate thelevelers, according to the optimum axis sequence, but the operator maydeviate using at least partial manual control.

The system continuously monitors the attitude of the vehicle after eachleveling operation and continues to adjust the levelers as necessary toprevent the vehicle from being tipped out-of-level by such factors asvehicle settling, ground shift, et cetera. The controller continuouslymonitors values received from the 6-axis digital sensor and, relative tothe preset zero state, adjusts the adaptive filter algorithm. Thecontroller further automatically adjusts the vehicle attitude after thevehicle has moved to an out-of-level attitude. In embodiments,adjustments occur when the vehicle has been out-of-level by a thresholdamount for longer than a predetermined minimum time period. As thevehicle approaches level and the controller senses that the 6-axisdigital sensor is approaching the preset zero state, the filter ordercan be decreased and the response increased so that phase delay isreduced. In particular embodiments, no individual leveler needs to beactuated during this sequence, only pairs of levelers are activated atany one time.

In either fully automatic or semi-automatic mode, the controller mayalso dynamically change the rate at which the levelers are actuated.This allows the controller to optimize the leveler extension rate tosuit any particular vehicle, surface condition, and/or output datacharacteristics of the sensor.

Control aspects herein may be implemented using remote devices,including through use of leveling control or visualization applicationsinstalled on computers or mobile devices. These remote control aspects,however, may require installation of additional software and/orcomponentry, such as, a separate controller system or transceiver thatallows for communication between the leveling system and the remotedevice. For example, a software application (an “app”) such as a mobileapp may be installed on the mobile device such as a “smart phone” tocommunicate with a controller of the leveling system (e.g., wirelesslythrough BlueTooth™ or WiFi™ or other wireless protocols, wirelesslythrough the Internet where the controller is internet-enabled, wiredthrough USB, or others). Similarly, where the leveling system comprisesa level sensor (e.g., a six-axis digital sensor), the softwareapplication may also communicate therewith. Accordingly, the softwareapplication may transmit information to and receive information from thecontroller and/or six-axis digital sensor.

With information received from the controller and/or the six-axisdigital sensor, text or graphics depicting the attitude of the structurecan be provided in real-time when the structure is static or in motion.In alternative or complementary embodiments, the software applicationmay include user input options to provide control commands to thecontroller to manually or semi-automatically effect leveling or otherreorientation of the structure. For example, the software applicationmay comprise user inputs similar to those depicted in FIGS. 7C, 7D, and16; and, therefore, the software application may facilitate eithermanual or automatic leveling procedures such as those described herein.In further alternative or complementary embodiments, security featuresmay be provided through or built into the software application. Forexample, a mobile device such as a smart phone may implement a securityprotocol that may control access (e.g., via password, PIN, code,pattern, biometric scan, and others), and may prevent extension of thelevelers, retraction of levelers, initial leveling, re-leveling,energizing of the six-axis digital sensor, transmitting or receivingdata to or from the app, or other activity related to leveling orunrelated to leveling (e.g., secure doors or windows) based uponpermission granted through successful passing of the security protocol.

Referring now to FIGS. 1 and 2, a system 10 includes pairs of jacks 12and 16 for leveling a structure. In the embodiment of FIGS. 1 and 2,hydraulic jacks are employed, but other options will be apparent uponreview of the disclosures. The pairs of jacks 12 and 16 can be operatedin parallel or independently as individual jacks. In embodiments wherejacks are operated in pairs, each pair of jacks 12 and 16 can be incontinuous fluid communication.

System 10 includes a 6-axis digital sensor 122, which may be mounted tothe vehicle in any satisfactory location. As illustrated, 6-axis digitalsensor 122 is mounted to one of the frame members, such as 18. 6-axisdigital sensor 122 can be physically or logically interposed betweenactuator assembly 24 and a controller. 6-axis digital sensor 122provides data about the angular orientation and rates of change withrespect to the structure to a controller. System 10 can further includea control panel 124 to facilitate user interaction with the system.

Actuator assembly 24 includes a controller 110 which receives signalsfrom 6-axis digital sensor 122 to provide control signals to, e.g.,motor assembly 96 for control of pairs of jacks 12 and 16. Controller110 and/or 6-axis digital sensor can communicate by any suitable wiredor wireless means.

Supply/return control valve 104 and retraction restricting valve 137control the flow of hydraulic fluid through passages in an associatedvalve block to both pairs of jacks 12 and 16. Common passages caninclude branch points from which hydraulic fluid can be supplied topairs of jacks 12 and 16 through different passages. Although FIG. 2shows a branch point being located within the valve block, it may bedesirable to locate branch points external to the valve block. Becausethere are no control valves between the jacks of the pair of jacks 12,the hydraulic fluid pressure in both will equalize during operation.

Pairs of jacks 12 and 16 can be mounted on longitudinal frame members 22and 18, respectively at a location close to the front transverse framemember 14. Transverse frame member 28 is located opposite transverseframe member 14. Various lines 50 can provide hydraulic fluid or otheroperative connectivity between components of system 10. To providefluid, motor assembly 96 is connected to one or more frame members.Motor assembly 96 includes motor 128 and can provide hydraulic fluidfrom reservoir 94.

Various valves can assist with management of hydraulic fluid, and can becontrolled automatically by their own function, automatically by acontroller, or manually. Valves depicted in FIG. 2 include flow controlvalve 106, supply/return control valve 108, check valve 129, retractcontrol valve 136, and retraction restricting valves 138 and 140.Alternative arrangements can be utilized where a different hydraulicstructure or other technology (e.g., electro-mechanical jacks) isemployed.

FIGS. 1 and 2 illustrate a vehicle leveling system having four levelers.While various lines and controls are illustrated as coupling orsupporting specific levelers or arrangements, these figures are forillustrative purposes only, and alternative or complementary embodimentsconnecting, coupling, or permitting interaction between differentelements is embraced hereunder. There may be more or less than fourlevelers, and in embodiments including four levelers, less than fourlevelers, or more than four levelers, all levelers may be actuatedindependently or in pairs along an axis. In some embodiment there may bethree levelers, five levelers, or more; whereas in other embodiments, aneven numbers of levelers may be employed.

FIG. 3 illustrates a flow chart depicting a methodology of securing apower-leveled structure. Methodology 300 begins at 302 and proceeds to304 where a security prompt is provided. The security prompt can beprovided on a dedicated user interface or control panel (e.g., levelinginterface for controlling hydraulic or electro-mechanical levelingapparatus in structure), a shared user interface or control panel (e.g.,a vehicle dashboard or onboard computer for structure to be leveled), ora third-party device capable of use as an interface (e.g., mobile deviceor computer with app for communicating with controller and/or six-axisdigital sensor installed).

At 304, a determination is made as to whether the security prompt issatisfied. If the prompt is satisfied (e.g., correct password, PIN,code, pattern, biometric input), methodology 300 proceeds to 314 whereaccess is granted to the controls. At 314, the user can view or modifycontrols in accordance with the permissions and/or controllercapabilities. In embodiments, there can be two or more permissionlevels, such as where a first response to a security prompt at 304permits the user to view jack or level status, but not transmit controlsto modify jack operation or level status. A second security level canpermit viewing and modification. After use of the controls is completesubsequent to access being granted at 314, methodology 300 ends at 316.

If the security prompt at 306 is not satisfied, methodology 300 proceedsto 308 where a determination is made as to whether this is a finalfailure. A final failure may be a first wrong security attempt in moresecure systems, or a subsequent wrong security attempt in less securesystems that permit users multiple attempts before lockout. If thedetermination at 308 returns that the failure to satisfy the securityprompt at 304/306 was not a final failure, methodology 300 recycles to304 where the security prompt is re-presented.

If 308 returns a final failure, methodology 300 advances to 310 where alock out occurs. The lock out can prevent one or more of viewing ofstructure level information, modifying structure level status throughinteraction with the controller, or other aspects. In an embodiment,automatic control can continue (e.g., controller re-levels structure dueto settling) without permitting any user access to information orcontrol of such.

After lock out at 310, a determination is made at 312 if the lock outshould end (e.g., expiration of timer, keys inserted in ignition, manualoverride, other condition). If the determination at 312 returnspositive, methodology 300 may recycle to 304 (or any other step such as302). However, if the lockout has not ended, methodology 300 can remainat 310, or alternatively proceed to 316 and end in a lock out condition.In this way, structure tampering, theft, and other unauthorizedactivities can be discouraged or prevented.

FIG. 4 illustrates an example embodiment of a vehicle 420 capable ofleveling using the aspects described. Vehicle 420 includes vehicle body422 including a slideout unit 424. Vehicle 420 further includes storageslideout units 426 and skirt 436. Vehicle body 422 is defined by, e.g.,left side wall 430, lower edge 437, and opening 438. Aspects alsoillustrated include handles 450, lock 452, handle 454, and lock 456.

The vehicle 420 may include one or more levelers such as jacks 490 forleveling at least a portion of vehicle 420. Jacks 490 may be separatecomponents attached to portions of the structure of vehicle 420 (e.g.,standalone jacks attached to a vehicle chassis) or embedded within othercomponents (e.g., built into suspension or movable portions of axles ofvehicle 420). Jacks 490 may be powered by one or more techniques (e.g.,hydraulic, electro-mechanical). Jacks 490 need not be identical, and maybe arranged in asymmetrical manners (e.g., to support slideout unit 424when extended). Jacks 490 are actuated at least in part by a controllerwhich receives feedback from a six-axis digital sensor to assist withthe leveling and stability of vehicle 420 when vehicle 420 is parked.

In alternate embodiments, a ground-engaging surface of the levelers maybe formed in a variety of sizes and from a variety of materials in orderto provide stability between the ground and the levelers such as, forexample, jacks 12,16 illustrated in FIGS. 1-2. In such example, theground-engaging surface of the jacks 12,16 may include grips made ofrubber or other suitable material which provides maximum stabilitybetween the ground and the levelers such as jacks 12,16. Furtherexamples of ground-engaging surfaces of jacks 12,16 include surfaceswith greater surface area for more unstable ground so as to maximize thedistribution of force upon the ground and maximize stability between theground and the levelers such as jacks 12,16.

Still further alternate embodiments may include a hinge connectinglevelers such as jacks 12, 16 to the longitudinal frame members 18, 22.In this way, the jacks 12, 16 will be able to further maximize stabilitythrough the use of one or more pistons by counteracting any weatherforces in addition to providing stability upon an uneven surface, suchas an incline or decline. For example, the hinges (or other angulardisplacement elements) on jacks 12, 16 allow the jacks 12, 16 to move inadditional manners and deviate from a relatively fixed arrangement withrespect to longitudinal frame members 18,22 in the event that desiredstability may be achieved through an alternate arrangement in which thejacks 12,16 are angled away from longitudinal frame members 18,22 andthe one or more pistons assist in stabilizing the jacks 12,16. In sucharrangements, doors, windows, or angled wall portions may be provided toavoid contact between other components and jacks 12,16 when extended onangle. Further, jacks 12,16 may be attached to an angular displacementmotor that controls the rotation or angle at which one or more of jacks12,16 extend. Such an event may include a period of forceful winds inwhich maximum stability would be impossible if the jacks 12,16 were in arigid, perpendicular arrangement with longitudinal frame members 18,22.Still further, the portion of the jacks 12,16 connecting the body of thejacks 12,16 to the ground-engaging surface of the jacks 12,16 may alsoinclude an additional hinge and one or more pistons to provide yetanother means of maximizing stability upon an uneven surface or in thewake of a counteracting force. In such arrangements, the jacks 12,16 maybe mounted on the external surface of a vehicle 420 or on a moveablepanel located on the vehicle 420, but those skilled in the art willrecognize that a variety of arrangements may be utilized, such as thelevelers (i.e., jacks 12,16) being located under the chassis of thevehicle 420.

In embodiments permitting grounding of levelers such as jacks 12,16 atan angle relative to the primary surfaces of vehicle body 422,controller 110 or other components may control loading and unloading ofjacks 12,16 based on the angles. In embodiments, one or more angularmeasuring components may be associated with one or more jacks 12,16capable of being extended at an angle. In alternative embodiments, jackloading sensors (or motor loading sensors) may detect loads and loadcomponents on respective elements with which they are coupled. In thismanner, controller 110 or other components may limit stroke length orthe angle (with respect to, a component of vehicle body 422, thedirection of gravity, the ground, a plane defined by the vehicle basedon its resting on uneven ground, et cetera) of jacks 12,16 to preventconfigurations in which not all jacks can be grounded or one jack orassociated motor will be overloaded. Thus, angular arrangements may beassumed without exceeding safety factors for leveler loading (in totalmagnitude or with respect to a particular force component) or thebalance of vehicle 420, or without exceeding the capabilities of anassociated motor or other component. In embodiments, an angular solutionmay be calculated based on the position of vehicle 420, surroundingterrain, and environmental conditions, and the levelers may be extendedat various angles during loading in response.

FIG. 5 illustrates a diagram of the axes of a structure such as avehicle 500. Longitudinal roll pitch axis 506 extends in a directionparallel to a straight line extending from a front of the vehicle 500 toa back of the vehicle 500. Longitudinal roll axis 506 runs along thesame line as longitudinal frame member 22, as shown in FIG. 1. Asillustrated, the vehicle 500 may move or “roll” about the longitudinalroll axis 506 as indicated via arrow 507, and this “roll” movement willraise or lower the vehicle 500 side to side. Lateral Ditch axis 502extends in a direction parallel to a straight line extending from a leftside of the vehicle 500 to a right side of the vehicle 500. Lateralpitch axis 502 runs along the same line as transverse frame member 28,as shown in FIG. 1. As illustrated, the vehicle 500 may move about thelateral pitch axis 502 via a “pitch movement” as indicated via arrow503, and this pitch movement will raise or lower the vehicle 500 foreand aft. FIG. 5 also illustrates a vertical yaw axis 504 that extendsperpendicular through to the vehicle 500, and motion about the verticalyaw axis 504 is a yaw movement as illustrated by arrow 505.

FIGS. 6-16 generally disclose alternate embodiments of leveling systemsthat may be utilized to level large structures or vehicles that remainin place for extended periods of time such as, for example, traveltrailers and fifth wheel trailers. These embodiments may beconceptualized as three (3) point leveling systems, five (5) pointleveling systems, or even seven (7) point leveling systems depending onthe manner in which the levelers are actuated to make contact with theground; however, those skilled in the art will appreciate that theembodiments disclosed herein may be further modified to have any othernumber of ground contact points and may thus be conceptualized as an “n”point leveling system where “n” represents the number of ground contactpoints. Accordingly, leveling may be achieved utilizing variouscombinations of levelers. For example, a leveling system may compriseany of the following (i) a plurality of leveling jacks and nostabilizers, (ii) a plurality of leveling jacks and one or morestabilizer jacks (or one or more pairs of stabilizers), (iii) aplurality of stabilizer jacks (or pairs of stabilizer jacks) and atleast one leveling jack, (iv) a plurality of stabilizer jacks and noleveling jacks, etc. It will be appreciated that, regardless of thecombination of levelers utilized, the levelers may be provided in pairssuch that the pairs of levelers may be controlled and operated intandem. Alternatively, each of the levelers (or each of the pair oflevelers) may be controlled and operated independently regardless ofwhether it is configured as a pair.

Specifically with regard to a travel trailer frame 600, FIGS. 6-8 depictthe various elements of a three (3) point leveling system 610 havingthree (3) independent leveling jacks. In this embodiment, the levelingsystem 610 may also comprise an optional pair of stabilizers and maythus be conceptualized as a five (5) point leveling system, where thefirst three (3) points correspond to the three (3) leveling jacks (i.e.,leveling jacks 612, 614, and 616), and the second two (2) points ofstabilization correspond to the pair of front stabilizers (e.g., 618a,618 b). The three (3) point leveling system 610 may even beconceptualized as a seven (7) point leveling system by including anadditional optional pair of rear stabilizers (e.g., 620 a,620 b) thatfurther enhance stability. As mentioned above, it will be appreciatedthat, in other embodiments, this leveling system may comprise differentconfigurations of jacks and/or stabilizers, such as example embodimentsthat utilize rear stabilizers instead of rear leveling jacks (614,616).For example, a leveling system may comprise a front jack (e.g., 612) andone or more independently operable pairs of rear stabilizers (e.g., 618a,618 b and/or 620 a,620 b) instead of rear leveling jacks (614, 616).In other embodiments, the leveling system may comprise a front jack(e.g., 612) and a plurality of independently operated single stabilizerjacks (e.g., 618 a, 618 b, 620 a, 620 b) instead of rear leveling jacks(614,616). It will thus be appreciated that leveling systems includingboth jacks and one or more stabilizers may be conceptualized as three(3) point leveling systems with multi point stabilization.

With regard to fifth wheel trailers as illustrated in FIGS. 9-12, three(3) point leveling systems (such as three (3) point leveling systems 910and 1110) may include three (3) leveling jacks; and that such three (3)point leveling systems may be conceptualized as five (5) point levelingsystems by adding optional points of stabilization, for example, byadding stabilizers or pairs of stabilizers (i.e., a first pair of frontor back stabilizers that enhance stability). Moreover three (3) pointleveling systems 910 and 1110 may conceptualized as seven (7) pointleveling systems by adding a second pair of (back or front) stabilizersthat further enhance stability. As detailed herein, it will beappreciated that alternate embodiments of these leveling systems may beprovided that utilize one or more rear stabilizers (or one or more pairsof stabilizers) instead of rear leveling jacks. It will also beappreciated that leveling systems including both jacks and one or morestabilizers may be conceptualized as three (3) point leveling systemswith multi point stabilization.

As used herein, the term “point” refers to a location or region where aleveler such as a leveling jack or stabilizer makes contact with theground, and may be used interchangeably with the term “zone.”

The manner in which the travel trailer leveling system and fifth wheelleveling systems operate are similar, but the mechanical componentryutilized therein may differ. These leveling systems may comprise anynumber of automated leveling sequences. Alternatively, these levelingsystems may be manually operated without motor control, whereby the userdecides which leveler to activate (and by how much to extend or retractsuch leveler) based on, for example, the user's visual inspection of thestructure to be leveled, or some other feedback, for example, thatprovided by a user's visual inspection of bubble level(s) that may bemounted about the structure. In these alternate embodiments, the usermay manually activate each leveler one at a time or may activate them ingroups.

FIGS. 6A-6C depict various isometric views of travel trailer frame 600having an integrated multipoint leveling system 610 with a plurality oflevelers. Here, the leveling system 610 is a three (3) point levelingsystem and includes a tongue jack 612, a first rear jack 614, a secondrear jack 616, and a controller or leveling control system 640. This isa three (3) point leveling configuration, where the tongue jack 612 isthe first point, and the first and second rear jacks 614,616 are thesecond and third points, respectively. The leveling system 610 may alsocomprise an optional first pair of stabilizers 618 a, 618 b that offerenhanced stabilization as fourth and fifth points of contact; and mayinclude additional stabilizers or pairs of stabilizers such as anoptional second pair of rear stabilizers 620 a,620 b that furtherstabilize trailer frame 600 as a sixth and seventh point of contact.While these embodiments depict utilization of rear leveling jacks614,616, it will be appreciated that the leveling system 610 may insteadutilize one or more stabilizers (or one or more pairs of stabilizers) inlieu of leveling jacks 614,616.

The tongue jack 612 is positioned in an easily accessible locationtowards the front of the travel trailer 600, for example, near thecoupler or trailer tongue 601 of the A-Frame 602, as illustrated. Thefirst and second rear jacks 614,616 are located towards the rear oftravel trailer 600 and, in the illustrated embodiment, are each mountedon opposing longitudinal frame members 603 a,603 b at locations behindthe axles (not shown) of wheels 604 and near a rear transverse framemember 605. In embodiments utilizing stabilizers in lieu of rearleveling jacks 614,616, such stabilizers may be similarly oriented withrespect to the travel trailer.

In some embodiments, the forward most pair of illustrated stabilizers618 a, 618 b are part of a front or first stabilization system orassembly 622 (also referred to as stabilizer 622) and, in addition tothe pair of stabilizers 618 a and 618 b, the stabilization system 622comprises a stabilizer housing 624 and stabilizer motors 626 a and 626 bhoused therein. In this embodiment, front stabilization system 622 ismounted on frame members 603 a and 603 b at a location behind theA-frame 602 and front transverse frame member 606. Similarly, theoptional pair of rear stabilizers 620 a and 620 b may be provided aspart of a rear or second stabilizer system or assembly 628 (alsoreferred to as stabilizer 628) that also comprises a stabilizer housing630 and stabilizer motors 632 a and 632 b housed therein. In thisembodiment, rear stabilization assembly 628 is mounted on frame members603 a and 603 b at a location behind rear transverse frame member 607.In other embodiments, stabilization systems 622,628 are utilized forleveling (and not just for stabilization) so that leveling is achievedutilizing appropriately oriented front stabilization system 622 and/orrear stabilization system 628 instead of or in addition to one or morerear leveling jacks.

Leveling system 610 utilizes leveling control system 640 to govern theoperation of and, interaction between the foregoing levelers. Forexample, leveling controller 640 may govern operation of and interactionbetween leveling jacks (e.g., 612, 614, and 616), the optional frontstabilization system 622 and/or the optional rear stabilization system628. Accordingly, leveling control system 640 has both automatic andmanual operation modes and comprises a level sensor (not shown),leveling jack controllers (not shown), and stabilizer controllers (notshown). Leveling control system 640 may also include various relays (notshown) that are integrated with the various stabilizer systems, forexample, the front and rear stabilization systems 622,628. The manner inwhich leveling control system 640 is integrated into leveling system 610is detailed below. While the level sensor may be any type of sensingdevice capable of measuring the attitude of a travel trailer frame 600,the illustrated embodiment utilizes a digital accelerometer; however,other sensors may be utilized as detailed above, such as a tilt sensor,which, in one embodiment, is a dual axis tilt sensor manufactured bySpectron Glass & Electronics Inc.

Users may access the leveling system via a user interface that islocated at various locations relative to the trailer. For example, theuser interface may be integrated into the tongue jack 612 as illustratedin FIGS. 7A-7D. In one embodiment, a user interface 702 is housed withina housing assembly 700. In this embodiment, the user interface 702 isintegrated into tongue jack 612 due to its accessibility at the point ofinterconnect between trailer frame 600 and the tow vehicle (notdepicted), especially during mounting and dismounting; however, the userinterface 702 may be located elsewhere relative to the structure ortrailer, for example, on an exterior side wall compartment or inside thetrailer's living compartment.

In the embodiment illustrated in FIG. 7A, the user interface 702comprises an LED key pad 701 through which the user may manipulate theleveling system 610. In other exemplary embodiments illustrated in FIGS.7C-7D, the user interface 702 comprises a plurality of inputs such astoggle switches, buttons, and/or indicators that each correspond to aleveler (or groups or pairs of levelers); however, it will beappreciated that the user interface 702 may comprise any number of meansby which a user may manipulate the leveling system. For example, eachtoggle switch may correspond to an individual leveler, or each toggleswitch may correspond to a certain grouping of levelers, for example, apair of stabilizers. In other embodiments, numerous toggle switches areprovided, where some of the toggle switches correspond to individualjacks and other toggle switches correspond to predetermined groups oflevelers. In these embodiments, the user may individually activate aleveler or group of levelers by pressing its/their corresponding toggleswitch or may instead press two or more toggle switches at the same timeto simultaneously activate the corresponding levelers or groups oflevelers. These toggle switches may each be positionable between anextend or retract position so as to extend or retract a leveler when insuch position, or may instead be positionable between and active andnon-active position so as to extend or retract when in the activeposition based on the position of a master switch that may, for example,be positionable between an extend, retract, and off position. Moreover,the user interface 702 may comprise a visual indicator, for example abubble level that a user may utilize to determine when the structure islevel.

Also in this embodiment, the user interface 702 is disposed withinhousing assembly 700, which comprises a housing 704 and a lid 706 hingedthereto. Latches 708 are provided to secure lid 706 to housing 704.Thus, a user may unlatch and open lid 706 of housing assembly 700 toaccess the user interface 702 therein and, once finished, may close thelid 706 to protect the user interface 702 electronics from theenvironment. To this end, lid 706 may be secured to housing 704 vialatching mechanism and housing assembly 700 may include a gasket betweenhousing 704 and lid 706 to provide an air tight seal. The housingassembly 700 is therefore weatherproof and prevents the user interface702 from short-circuiting due to moisture. Further, the housing assembly700 is lockable to prevent unauthorized access and may, for example,include an integrated locking system or otherwise configured to receivea non-integrated lock such as a pad lock. Moreover, the user interface702 may include a user programmable security code to inhibitunauthorized access to leveling system 610. This user programmablesecurity code may be utilized in addition to, or in lieu of, theforegoing mechanical locking features.

In the illustrated embodiment, housing assembly 700 comprises integratedwork lights that assist a user to utilize leveling system 610 and/oraccess the trailer tongue 601 for engagement or disengagement of the towvehicle when there is little or no ambient light, for example, at night.In some embodiments, this light is an LED light; however, any type oflight may be utilized. In other embodiments, the light is controlledfrom the LED key pad 701 (or other user manipulatable means, such as atoggle switch) and may include an automatic deactivation or “shut-off”mode. Further, housing assembly 700 may include an integrated camerasystem to assist or facilitate a user when aligning the tow vehicle'strailer hitch (not shown) with the trailer tongue 601.

FIG. 8 is a top view of a travel trailer frame 800 having levelingsystem 610. Here, leveling control system 640 may be centrally locatedwithin trailer frame 800, for example, between longitudinal framemembers 801 and 802, and between front and rear transverse frame members803 and 804. However, leveling control system 640 may be locatedelsewhere, for example, within the tongue jack assembly 612.

FIG. 8 also depicts a manner in which leveling control system 640 isintegrated with the levelers, such as the mechanical leveling jacks andstabilizers so as to operate the same, for example, via multiplexing. Inoperation, a user located near housing assembly 700 of tongue jack 612may input commands via the user interface 702. These user input commandsignals are then sent from the user interface 702 to leveling controlsystem 640 via wire 810. The leveling control system 640 then sends areturn signal to the tongue jack 612 via power wire 812 and, based uponthe attitude of trailer frame 800 as determined by the sensor (notshown) within leveling control system 640, tongue jack 612 is utilizedto level frame 800 fore and aft (i.e. the front portion of frame 800near tongue jack assembly 612 is raised or lowered). The levelingcontrol system 640 then sends signals to the first and second rear jacks614, 616 so as to activate the same via rear power wires 814 and 816.When activated, the first and second rear jacks 614, 616 “fine tune” theattitude of trailer frame 800 as determined by the sensor (not shown) byleveling trailer frame 800 both the fore and aft and side to side.

Once tongue jack 612 has leveled fore and aft, and once the first andsecond rear jacks 614, 616 have fine-tuned the attitude of trailer frame800 in both fore and aft and side to side directions, the levelingcontrol system 640 then sends a “go” signal via the relays therein tothe various stabilization systems, for example, the optional frontstabilization system 622 and/or the optional rear stabilization system628. In embodiments having only the front stabilization system 622,leveling control system 640 has two (2) small relays that correspond tostabilizer motors 626 a and 626 b and communicate via power wires 818and 820, respectively. Here, leveling control system 640 activates frontstabilization system 622 so as to extend stabilizers 618 a and 618 b tomake contact with the ground and provide additional support. Stabilizermotors 626 a and 626 b are powered simultaneously and drive stabilizers618 a and 618 b towards the ground surface, and have mechanical slipclutch assemblies (not shown). The stabilizers 618 a and 618 b areextended until they make contact with the ground, at which point theywill be in a loaded condition and the mechanical slip clutches operateso that stabilizer motors 626 a and 626 b, while still being powered,are no longer driving and extending stabilizers 618 a and 618 b.Therefore, in the situation where one stabilizer (e.g., 618 a) makescontact with the ground before the other stabilizer (e.g., 618 b), theslip clutch within the first motor (e.g., 626 a) inhibits any furtherextension of the first stabilizer (e.g., 618 a) so that the second motor(e.g., 626 b) can continue driving/extending the second stabilizer(e.g., 618 b) until it contacts the ground. The mechanical slip clutchassemblies therefore provide a means for each of the stabilizers of astabilization system to make a “snug” contact and, permits a stabilizerto “catch up” with the other stabilizer to the extent that one of thosestabilizers is lagging behind the other.

In embodiments utilizing the rear stabilization system 628 as well,leveling control system 640 has two (2) additional small relays thatcorrespond to stabilizer motors 632 a and 632 b and communicate viapower wires 822 and 824, respectively. Thus, in this embodiment,leveling control assembly 640 has a total of four (4) small relays.Here, stabilizer motors 632 a and 632 b also comprise mechanical slipclutches, and leveling control assembly 640 activates rear stabilizersystem 628 so as to drive and extend stabilizers 620 a and 620 b to makecontact with the ground in the same manner as described above withrespect to front stabilization system 622.

Note that the stabilization system 622,628 may utilize relays andfeedback to deactivate in lieu of the foregoing mechanical slipclutches. For example, where stabilization system 622,628 are utilized,stabilizer motor pairs (i.e., 626 a/626 b and/or 632 a/632 b) aresimultaneously energized, and include feedback sensors to sense amp drawand relays to deactivate the stabilizer motor in response to rapidlyincreasing amp draw. For example, when a stabilizer foot makes contactwith the ground, the amps begin to climb and the feedback sensor readsthe rapidly increasing amp draw and shuts down the stabilizer motor.

FIGS. 9A-9C and FIG. 10 depict various isometric views of fifth wheeltravel frame 900 having an integral multi-point leveling system 910 thatextends and retracts a plurality of levelers to correct the attitude ofa structure and, in some embodiments is a three (3) point levelingsystem 910. FIGS. 11A-11C and FIG. 12 depict various isometric views ofa multi-point leveling system 1110. The primary difference between three(3) point leveling systems 910 and 1110 is that the former utilizes apair of landing gear as the first point, whereas the latter utilizes asingle landing gear as the first point of contact. In both embodiments,the second and third points are first and second rear jacks; however, itwill be appreciated that a first and second stabilization system (or apair of stabilizers) may be utilized instead of the first and secondrear jacks. In addition to the first and second rear jacks (orstabilizers in lieu thereof), leveling systems may also comprise a pairof (front or rear) stabilization systems that offer enhancedstabilization to trailer frames 900 and 1100 as fourth and fifth pointsof contact. Moreover, these leveling systems may optionally include anadditional pair of (rear or front) stabilization systems that furtherstabilize trailer frames 900 and 1100 as sixth and seventh points ofcontact. These embodiments of leveling systems 910 and 1110 arediscussed in turn.

With reference to FIGS. 9A-9C and 10, disclosed is a fifth wheel trailerframe 900 with integrated leveling system 910. Fifth wheel trailer frame900 comprises opposing longitudinal frame members 903 a and 903 b, fifthwheel trailer nose 902, wheels 904, front transverse frame member 906,and transverse frame members 905 and 907. The fifth wheel trailer nose902 further comprises a kingpin 901, a plurality of front verticalsupports such as 908 a and 908 b, a plurality of rear vertical supportssuch as 909 a and 909 b, a plurality of cross bars 911 a and 911 a′ (notshown) that interconnect front vertical support 908 a and rear verticalsupport 909 a, and a plurality of cross bars 911 b and 911 b′ thatinterconnect front vertical support 908 b and rear vertical support 909b.

In the illustrated embodiment, leveling system 910 is a three (3) pointleveling system that comprises a front jack zone 913, a first rear jack914, a second rear jack 916, and a leveling control assembly 940. Three(3) point leveling system 910 may also comprise a stabilization system920 having pair of motorized stabilizers 920 a and 920 b. In thisembodiment, front jack zone 913 comprises landing gear 912 a and 912 b,which are each vertically mounted on cross bars 911 a and 911 a′ and 911b and 911 b′, respectively. The first and second rear jacks 914, 916 arelocated towards the rear of travel trailer 900 and, in the illustratedembodiment, are each mounted on opposing longitudinal frame members 903a, 903 b at locations behind the axles (not shown) of wheels 904 andnear a rear transverse frame member 905.

The pair of stabilizers 920 a and 920 b are part of stabilization system928 that also comprises a stabilizer housing 930 and stabilizer motors932 a and 932 b housed therein. In this embodiment, stabilizer system928 is mounted on frame members 903 a and 903 b at a location behindtransverse frame member 907; however, it will be appreciated thatstabilization system 928 may be mounted elsewhere on fifth wheel trailerframe 900 and, in some embodiments one or more additional stabilizationsystems may be utilized as discussed below.

The leveling system 910 utilizes leveling control system 940 to governthe operation of and interaction between the foregoing leveling jacks(e.g., 912 a, 912 b, 914, and 916), as well as any optionalstabilization systems such as stabilizer 928. The leveling controlassembly 940 is similar to that described above with regard to the three(3) point leveling system 610. Thus, leveling control system 940 hasboth automatic and manual operation modes and comprises a level sensor(not shown), leveling jack controllers (not shown), and stabilizationsystem controllers (not shown). While the level sensor may be any typeof sensing device capable of measuring the attitude of a fifth wheeltrailer frame 900, the illustrated embodiment utilizes a digitalaccelerometer; however, other sensors may be utilized such as a tiltsensor, for example, a dual axis tilt sensor such as that manufacturedby Spectron. In embodiments utilizing stabilization system, such asstabilizer 928, leveling control system 940 may include integratedrelays (not shown) that trigger actuation of the motorized stabilizers(if any) once the leveling jacks (i.e., 912 a, 912 b, 914, and 916) havefinished leveling the fifth wheel trailer frame 900. In otherembodiments, the user may manually trigger the actuation of one or bothstabilizers in the stabilization system as part of the leveling process;however, in other embodiments, the user may manually trigger eachstabilizer of a pair of stabilizers independently of the otherstabilizer as part of the leveling process.

A user may access and operate the leveling system 910 via levelingcontrol touch pad 960, which is similar to the LED key pad 701 or toggleswitches of user interface 702 detailed above; however, leveling controltouch pad 960 is located on an external panel (not shown) of the fifthwheel trailer (not shown). In one embodiment, leveling control touch pad960 is located on the driver side of and near the front of the fifthwheel trailer. In this embodiment, leveling control touch pad 960 mayinclude a lockable cover (not shown) so as to inhibit unauthorizedaccess. Alternatively, leveling control touch pad 960 may be located atother location on the exterior of the fifth wheel trailer or within thecabin.

FIG. 10 is a top view of a fifth wheel trailer frame 1000 havingleveling system 910. Here, leveling controller 940 may be centrallylocated within trailer frame 1000, for example, between longitudinalframe members 1001 and 1002, and between front and rear transverse framemembers 1003 and 1004. However, leveling controller 940 may be locatedelsewhere, for example, within the fifth wheel trailer nose 902.

FIG. 10 also depicts a manner in which leveling controller 940 isintegrated with the various levelers such as the mechanical levelingjacks and stabilization systems. In operation, a user will inputcommands via the leveling control touch pad 960, and these user inputcommand signals are thereafter sent from the leveling control touch pad960 to leveling controller 940 via wire 1010. The leveling controller940 then sends a return signal to the front jack zone 913 via power wire1012.

The leveling controller 940 may send a single signal via power wire 1012to front jack zone 913, which is split to landing gear 912 a and 912 bso that they are simultaneously powered. Together, landing gear 912 aand 912 b constitute a single point (or zone) in the three (3) pointleveling system 910, and are therefore collectively referred to as thefront jack zone 913. Depending on the attitude of trailer frame 1000 asdetermined by the sensor (not shown), the leveling controller 940 sendsa single signal to front jack zone 913 causing landing gear motors 915 aand 915 b to extend landing gear 912 a and 912 b, thereby leveling fifthwheel trailer frame 1000, both fore and aft and side to side.

In the illustrated embodiments, landing gear motors 915 a and 915 b eachinclude a mechanical slip clutch. Thus, landing gear motor 915 a willcease extending landing gear 912 a when it hits the ground. Similarly,landing gear motor 915 b will cease extending landing gear 912 b when ithits the ground. As described above with respect to stabilization system622 and 628, the landing gear that first makes contact with the surfacestops extending, which allows the other landing gear that has not yetcontacted the surface to “catch up,” thereby ensuring an even leveling.In other embodiments, landing gear motors 915 a and 915 b may utilizefeedback to sense amp draw such that when the surface pad of eitherlanding gear 912 a and 912 b makes contact with the ground, the ampsbegin to climb, the sensors in landing gear motors 915 a and 915 b readthe rapidly increasing amp draw, and shut down power to the respectivelanding gear motor in response to the increased amps.

After landing gear 912 a and 912 b have extended and leveled fifth wheeltrailer frame 1000, the leveling controller 940 sends signals to themotors that power the first and second rear jacks 914, 916 so as toenergize the same via rear power wires 1014 and 1016, respectively. Whenenergized, the first and second rear jacks 914, 916 “fine tune” theattitude of fifth wheel trailer frame 1000 as determined by the levelsensor (not shown) by leveling trailer frame 1000 both the fore and aftand side to side, as determined by the level sensor. In fifth wheeltrailer embodiments not utilizing any stabilization system, the processis over and fifth wheel trailer frame 1000 is leveled.

Alternatively, the first and second rear jacks 914 and 916 may “finetune” the attitude of the fifth wheel trailer frame 100 utilizing relaysand feedback instead of the level sensor. For example, the first andsecond rear jack motors 1015 and 1017 may each have a relay and feedbacksensor. Here, motors 1015 and 1017 independently utilize feedback tosense amp draw. When the jack foot of either first or second rear jack1014 or 1016 makes contact with the ground, the amps begin to climb, thesensors in rear jack motors 1015 and 1017 read the rapidly increasingamp draw, and shut down power to the respective jack motor in responsethereto. Again, in fifth wheel trailer embodiments not utilizing anystabilizer systems, the process is over and fifth wheel trailer frame1000 is leveled.

There is at least a next step to the leveling process, however, inembodiments utilizing one or more stabilization system (e.g., stabilizer928). For example, once the front jack zone 913 has leveled fore and aftand side to side via extension of landing gear 912 a and 912 b, and oncethe first and second rear jacks 914, 916 have “fine-tuned” the attitudeof trailer frame 1000 in both fore and aft and side to side directions,leveling control assembly 940 then sends a “go” signal via the relaystherein to the various stabilization systems, for example, optionalstabilizer 928, which may be located at various locations with respectto trailer frame 1000. In other embodiments, a second stabilizationsystem (not shown) is utilized and, in even other embodiments, more thantwo (2) stabilization systems may be utilized.

In embodiments having, only one stabilization system (e.g., stabilizer928), leveling controller 940 has two (2) small relays that correspondto stabilizer motors 932 a and 932 b and communicate via power wires1022 and 1024, respectively. Here, stabilizer motors 932 a and 932 b mayeach have a relay and feedback sensor, such that motors 932 a and 932 bindependently utilize feedback to sense amp draw. When the foot ofeither of the stabilizers 920 a and 920 b makes contact with the ground,the amps sensed in the respective stabilizer motor (i.e., 932 a or 932b) begin to climb, and the sensors therein read that rapidly increasingamp draw and shut down power to the respective stabilizer motor inresponse thereto.

Alternatively, any and all stabilization systems (i.e., stabilizer 928)may incorporate mechanical slip clutches to deactivate stabilizerextension when “level” as detailed above. Here, stabilizer motors 932 aand 932 b are powered simultaneously and drive stabilizers 920 a and 920b towards the ground surface, and have mechanical slip clutches (notshown). The stabilizers 920 a and 920 b are extended until they makecontact with the ground, at which point they will be in a loadedcondition and the mechanical slip clutches operate such that stabilizermotors 932 a and 932 b remain powered, but are no longer driving andextending stabilizers 920 a and 920 b. Therefore, in the situation whereone stabilizer (e.g. 920 a) makes contact with the ground before theother stabilizer (e.g., 920 b), the slip clutch within the first motor(e.g., 932 a) inhibits any further extension of the first stabilizer(e.g., 920 a) so that the second motor (e.g., 932 b) will continuedriving/extending the second stabilizer (e.g. 920 b) until it contactsthe ground. As detailed above, the mechanical slip clutches thus providea means for each of the stabilizers to make a “snug” contact and,permits a first stabilizer to “catch up” with its paired secondstabilizer to the extent that the first stabilizer is lagging behind theother.

It will be appreciated that one or more additional stabilizationsystems, in addition to stabilization 928, may be utilized. In theseembodiments utilizing additional stabilization systems, levelingcontroller 940 will have two (2) additional relays for each additionalstabilization system. Here, each additional pair of relays correspondswith the pair of stabilizer motors in each additional stabilizationsystem. Moreover, each additional stabilizer motor will comprise either(i) the relay and feedback sensor to deactivate in response to increasedamp draw or (ii) a mechanical slip clutch so that the stabilizers ceaseextending once in contact with the surface as more fully describedabove. Furthermore, it will be appreciated that stabilization systemembodiments may utilize either or both of (i) the relay and feedbacksensor and (ii) a mechanical slip clutch.

In an alternate embodiment of the above, the landing gear 912 a and 912b are synchronized with the first and second rear jacks 914 and 916.Here, a user would manually extend the landing gear 912 a and 912 b andthen switch to an automatic mode. In the automatic mode, the landinggear 912 a and 912 b are synchronized with the first and second rearjacks 914 and 916, so that landing gear 912 a and rear jack 914 extendand retract together, and so that landing gear 912 b and rear jack 916extend and retract together. In this embodiment, the controller 940would include an extra pair of relays. This mode ensures that thetrailer frame is not twisted.

FIGS. 11A-11C and FIG. 12 depict various isometric views of fifth wheeltrailer frame 1100 fitted with an alternate embodiment of the levelingsystem 1110, which in some configurations is a three (3) point levelingsystem having a landing gear jack 1112, first and second rear jacks 1114and 1116, and leveling controller 940. The leveling controller 940 isidentical to that described above, and may also include the sameleveling control touch pad 960 that is similarly interconnected asdescribed above. In other embodiments, this leveling system incorporatesone or more stabilization systems instead of leveling jacks such asfirst and second rear jacks 1114, 1116.

This leveling system 1110 may also comprise front and rear stabilizationsystems 1122 and 1128. Therefore, this three (3) point leveling system1110 has two (2) distinct differences from that described in FIGS. 9A-9Cand FIG. 10, but is otherwise identical in structure and operation. Thefirst difference is that leveling system 1110 utilizes a single landinggear jack 1112 that is powered by landing gear motor 1115 instead ofutilizing front jack zone 913 with a pair of landing gear (i.e., 912 aand 912 b). Second, leveling system 1110 utilizes two stabilizationsystems, a front stabilization system 1122 and a rear stabilizationsystem 1128. Again, it will be appreciated that variations of thisembodiment are contemplated that utilize zero (0), one (1), or more thantwo (2) stabilizer systems. And, moreover, it will be appreciated thatvariations of this embodiment are contemplated that utilize one or moremodified stabilization systems having a single motorized stabilizer(rather than a pair of stabilizers) instead of the rear leveling jacks.

In this embodiment, landing gear jack 1112 and motor 1115 are verticallymounted to one or more front transverse frame members, for examplemembers 1106 a and 1106 b that comprise part of the fifth wheel noseassembly 1102. Landing gear motor 115 is connected to leveling controlassembly 940 via power wire 1212. The first and second rear jacks 1114and 1116 are located towards the rear of fifth wheel trailer frame 1100and, in the illustrated embodiment, are each mounted on opposinglongitudinal frame members 1103 a, 1103 b at locations behind the axles(not shown) of wheels 1104 and near a rear transverse frame member 1105.Moreover, first and second rear jacks 1114 and 1116 are connected toleveling controller 940 via power wires 1214 and 1216, respectively.

This embodiment also includes a front stabilization system 1122, whichcomprises stabilizers 1118 a and 1118 b that are driven by stabilizerdrive assembly 1124 having motors 1126 a and 1126 b. Stabilizer motors1126 and 1126 b are connected to leveling controller 940 via power wires1213 a and 1213 b, respectively. This embodiment also includes a rearstabilization system 1128, which comprises stabilizers 1120 a and 1120 bthat are driven by stabilizer drive assembly 1130 having motors 1132 aand 1132 b. Stabilizer motors 1132 a and 1132 b are connected toleveling controller 940 via power wires 1222 and 1224, respectively. Theforegoing front and rear stabilization systems 1122 and 1128 eachutilize independent relays and feedback sensors so as to cease operationin response to increased current draw as described above; however, thesestabilization systems 1122 and 1128 may instead utilize mechanical slipclutches as detailed above, or, alternatively, utilize both (i) therelay and feedback sensor and (ii) a mechanical slip clutch.

FIGS. 13A-13B depict an exemplary embodiment of a leveler that may beutilized with the systems disclosed herein. More specifically, FIGS.13A-13B illustrate an exemplary leveling jack in retracted and extendedpositions that may be utilized as any or all of the tongue jack and thefirst and second rear jacks. In this embodiment, the leveling jacksutilize a standard shoe. FIGS. 14A-14B depict a different embodiment ofthose same leveling jacks in the extended and retracted position,respectively, but utilizing a drop tube shoe in lieu of the standardshoe. Both embodiments utilize one or more soft stop bumpers, forexample a retraction soft stop bumper and a extension soft stop bumper.These soft stop bumpers are compressed when the jack is fully extendedor retracted, and permit the slow build up current (i.e., amps) thattrigger the shut-off condition. These soft stop bumpers thereforeprevent the jack motors from overheating and failing by ensuring themotor isn't trying to further extend or retract the jack legs when infully extended or retracted position.

FIGS. 15A-15E depict an exemplary leveler that may be utilized with thesystems detailed herein, and which are well known in the art. Morespecifically, these figures illustrate an example embodiment of thestabilization systems. In this embodiment, each stabilization system1500 includes a housing 1502 and a pair of stabilizers 1504 a,b (alsoreferred to as stabilizer legs 1504) configured to extend or retracttherefrom via a pair of respective motors 1506 a,b that are disposedwithin a channel of the housing 1502. This exemplary configurationfacilitates cross rail installation of the stabilization system 1500under the trailer frame. Here, the motor may be mounted on the back sideof the stabilizer jack so that it does not interfere with a user'sability to hand crank the stabilizer jack when power is not available.Moreover, the position of the motor along with the retracted height ofthe stabilizer improves the ground clearance of the stabilizer jack whentowing and reduces the incidents of unintended detachment of thestabilizer jacks from the trailer. It will be appreciated, however, thateach stabilizer leg and its respective motor may instead be assembledand mounted independent of the housing and/or channel where the mountinglocation has an inboard location to fasten the back side of thestabilizer jack. It will also be appreciated that each stabilizationsystem may be provided in pairs meaning each such system comprises apair of stabilizers (or a pair of stabilizer legs), but in otherembodiments, stabilization systems may be provided individually meaninga stabilization system has a single motor driven stabilizer (orstabilizer leg). Nevertheless, such stabilization jack assemblies arewell known in the art

The slip coupler moves back and forth on both the drive motor outputshaft and the end of the stabilizer jacks' drive screws without lettingeither “bottom-out” or exit the coupler. This prevents the load of thestabilizer jack from overloading the gears in the drive motor, therebyinsuring prolonged life of the gear train and a properly functioningpower stabilizer jack.

The universal mounting bracket covers the widest range of mountingpositions on various frame widths.

The foregoing leveling systems nay be programmed with certain automaticor semi-automatic functions, and some of these functions may beillustrated with reference to FIGS. 16A-16U, which depict various userinterface screens presented on the LED key pad 701 and leveling controltouch pad 960 utilized in leveling systems 610 and 910, respectively.More specifically, FIGS. 16A-16U depict various leveling functions thatusers may access when utilizing leveling systems 610 and 910.

As previously mentioned, leveling systems 610 and 910 have variationsmodes including auto and manual modes. Moreover and as depicted in FIG.16F, leveling systems 610 and 910 have various auto modes, such asTONGUE JACK RETRACT, AUTO LEVEL, and AUTO RETRACT (aka AUTO RECONNECT)modes.

The following is an example of how a user-would operate the levelingsystem 610 via LED key pad 701. Assuming the tow vehicle is hitched tothe (fifth wheel or travel) trailer, the user will need to unhitch andremove the vehicle. To do so, the user will press the TONGUE JACK buttonin FIG. 16A. Thereafter, the user may manually extend or retract thetongue jack. Note the leveling control touch pad 960 of the fifth wheelleveling system 910 will have a differently labeled button, for example,LANDING GEAR JACK. This is because fifth wheel trailers typically do nothave tongue jacks. Nevertheless, operation would be identical despitethe different labels.

Alternatively, the user may select an automated tongue jack unhitchingfeature labeled as AUTO UNHITCH. Again, this feature will be differentlylabeled in the leveling control touch pad 960 of the fifth wheelleveling system 910 as mentioned above. Nevertheless, in this mode, theportion of the trailer frame near fifth wheel nose or travel trailerA-frame is automatically raised to a predetermined height via the tonguejack or the one or more front landing gear, respectively. The user maythen detach the tow vehicle from the trailer and remove the tow vehicle.

Once the tow vehicle is detached and removed from the (fifth wheel ortravel) trailer, a user may press the manually or automatically levelthe trailer frame. The automatic mode, labeled AUTO LEVEL, will firstautomatically level fore and aft by extending or retracting the tonguejack to a level attitude as determined by the level sensor. For traveltrailer leveling systems, this automatic mode will automatically levelfore and aft and side to side by extending or retracting the one or morelanding gear to a level attitude as determined by the level sensor.Thereafter, the first and second rear jacks are initiated to “fine-tune”the frame's attitude, both fore and aft and side to side. The first andsecond rear jacks, however, are not initiated simultaneously. Rather,the lower of the two rear jacks is initiated first. After the first andrear jacks have finished adjusting the attitude of the trailer frame toa level orientation, the trailer will be in a level orientation and thestabilization systems, if any, may be initiated to further secure thetrailer frame and structure thereon by initiating the STABILIZER MODE.

The leveling systems disclosed herein contain an AUTO RECONNECTfunction, which is the opposite of the AUTO UNHITCH detailed above. Inthis mode, the stabilizers and rear jacks are raised to return thetongue jack to the level that it was at when the tow vehicle wasinitially unhitched (i.e., the unhitched position). The tow vehicle maythen be reconnected to the trailer frame. Again, this same automaticfunction exists in the fifth wheel leveling system, but will compriselowering the one or more landing gear to the unhitched position so thatthe tow vehicle may reconnect to the king pin.

In addition, the leveling system's user interfaces may include securityprotocols as detailed above to inhibit unauthorized access. Moreover,the user interface may provide users the ability to manually set thesystem's level point or even program their own leveling sequences. Insuch embodiments, the user interface may be require a code or otherinputs that would permit a user to manually enter any information intothe system and/or modify or create a leveling sequence. For example, auser may be required to depress a certain button to be provided suchinput access.

The leveling systems disclosed herein may also be remotely operated. Aspreviously discussed, some embodiments of the presently disclosedleveling system include a remote device, which may be a “smart phone” orsimilar mobile device, such as a tablet, reader, smart watch, or othermobile smart device. The remote device includes a software applicationor “app” that provides certain functionality with respect to theleveling system. In such embodiments, the leveling system includes acontroller and one or more levelers (as discussed above) capable ofbeing extended or retracted to adjust the attitude of the vehiclestructure or frame. In other embodiments, such leveling system may alsoinclude a multi-axis digital sensor mounted to the frame of the vehicle.

In various embodiments, the remote device may comprise a processor, amemory, a user interface and, optionally, a multi-axis digital sensor.The remote device is not affixed to the vehicle structure, but rather isfreely movable with respect to the vehicle. The processor is operablyconnected to the memory, which is configured to store instructions to beexecuted on the processor. In one embodiment, the remote device userinterface comprises a plurality of “buttons” and/or “switches” that eachcorrespond to an individual leveler or a group of levelers, and a usermay manipulate such buttons or switches to manually actuate the levelersas desired without any motor control. In this embodiment, the user mayindividually actuate each leveler one at a time, or may actuate two ormore levelers simultaneously by pressing two or more buttonssimultaneously. Also in this embodiment, a user may determine how muchmanual extension or retraction to impart to any given leveler based onhis or her visual inspection of the structure to be leveled or based onsome other visual indication/feedback that may be provided on the remotedevice or provided elsewhere, for example, via a bubble level that maybe mounted at numerous locations on the structure or otherwiseintegrated into the leveling system (e.g., the tongue jack userinterface 702).

Automatic leveling procedures may be provided in other embodiments. Forexample, the remote device may be a mobile device with an integratedmulti-axis digital sensor that provides readings from a plurality ofaxes describing the angular orientation of the remote device. Becausethe remote device is not affixed to the vehicle structure, the axes ofthe remote device are typically not aligned with the axes of thestructure. The processor may, therefore, be configured to use thereadings from the digital sensor (where utilized) to calculate anangular orientation of a selected portion of the structure, such as theportion of the structure upon which the remote device is placed. Someprior art systems, in contrast, required elaborate calibration toestablish predefined attitudes in an attempt to level discrete portionsof the structure. The presently disclosed system, in contrast, enablesleveling of any portion of the structure as selected by the placement ofthe remote device. The system determines that the selected portion ofthe structure has achieved a leveled (or other desired attitude) basedon the multi-axis digital sensor of the remote device.

The remote device wirelessly communicates with the controller of theleveling system. As previously noted, the wireless communication may beachieved using microwave communication, infrared short-rangecommunication, near field communication, BlueTooth™, WiFi™, and otherradio frequency communication technologies, or combinations thereof. Theremote device and the leveling system controller may each contain atransmitter and receiver, or transceiver, to enable such communication.In the embodiment where the remote device user interface is similarlyconfigured to the user interface of FIGS. 7C-7D, a user's manipulationof any “button” or “switch” in the remote device's user interfacegenerates a leveler control signal that is sent to the leveling systemcontroller, thereby causing the one or more levelers to extend orretract. In a second example operation, the remote device processorreceives the reading from the digital sensor and determines levelercontrol signals based on those readings. It will be appreciated,however, that numerous other manual, semi-auto, or automatic levelingprocedures are contemplated herein.

The leveler control signals are communicated to the leveling systemcontroller, which causes the one or more levelers to extend or retract.In embodiments where the remote device includes the digital sensor, theone or more levelers could be programmed to automatically move theselected portion of the structure into a level or other desiredattitude. In embodiments without a remote device digital sensor (or thatdo not utilize the digital sensor), a user could manually activate thecontrols in the remote device user interface, thereby causing levelersto extend or retract as desired by the user and without additional motorcontrol.

In other embodiments, the leveling system controller receives leveleroperation data, such as leveler extension speed, leveler motor powerdraw, or other monitored parameters associated with operation of thelevelers, such as the output of a leveler ground contact sensor. Theleveling system controller may communicate the leveler operation data tothe remote device, which may then be used as additional input for theattitude adjustment operation or for diagnostic or other purposes.

Therefore, the disclosed systems and methods are well adapted to attainthe ends and advantages mentioned as well as those that are inherenttherein. The particular embodiments disclosed above are illustrativeonly, as the teachings of the present disclosure may be modified andpracticed in different but equivalent manners apparent to those skilledin the art having the benefit of the teachings herein. Furthermore, nolimitations are intended to the details of construction or design hereinshown, other than as described in the claims below. It is thereforeevident that the particular illustrative embodiments disclosed above maybe altered, combined, or modified and all such variations are consideredwithin the scope of the present disclosure. The systems and methodsillustratively disclosed herein may suitably be practiced in the absenceof any element that is not specifically disclosed herein and/or anyoptional element disclosed herein. While structures, systems and methodsare described in terms of “comprising,” “containing,” or “including”various components or steps, the structures, systems and methods canalso “consist essentially of” or “consist of” the various components andsteps. All numbers and ranges disclosed above may vary by some amount.Whenever a numerical range with a lower limit and an upper limit isdisclosed, any number and any included range falling within the range isspecifically disclosed. In particular, every range of values (of theform, “from about a to about b,” or, equivalently, “from approximately ato b,” or, equivalently, “from approximately a-b”) disclosed herein isto be understood to set forth every number and range encompassed withinthe broader range of values. Also, the terms in the claims have theirplain, ordinary meaning unless otherwise explicitly and clearly definedby the patentee. Moreover, the indefinite articles “a” or “an,” as usedin the claims, are defined herein to mean one or more than one of theelements that it introduces. If there is any conflict in the usages of aword or term in this specification and one or more patent or otherdocuments that may be incorporated herein by reference, the definitionsthat are consistent with this specification should be adopted.

As used herein, the phrase “at least one of” preceding a series ofitems, with the terms “and” or “or” to separate any of the items,modifies the list as a whole, rather than each member of the list (i.e.,each item). The phrase “at least one of” allows a meaning that includesat least one of any one of the items, and/or at least one of anycombination of the items, and/or at least one of each of the items. Byway of example, the phrases “at least one of A, B, and C” or “at leastone of A, B, or C” each refer to only A, only B, or only C; anycombination of A, B, and C; and/or at least one of each of A, B, and C.

What is claimed is:
 1. A leveling system for adjusting an attitude of a structure, comprising: a controller configured to send and receive at least one signal indicative of the attitude of the structure; a first leveling zone having at least one first motor and at least one first leveler operatively connected to the first motor, the at least one first motor being configured to extend or retract the at least one first leveler corresponding therewith in response to a first signal received from the controller; a second leveling zone having a second motor and at least one second leveler operatively connected to the second motor, the second motor being configured to extend or retract the at least one second leveler in response to a second signal received from the controller; and a third leveling zone having a third motor and at least one third leveler operatively connected to the third motor, the third motor being configured to extend or retract the at least one third leveler in response to a third signal received from the controller; wherein the controller sends the first signal directing the first leveling zone to adjust the attitude of the structure about a lateral pitch axis of the structure and then simultaneously sends the second signal and third signal to further adjust the attitude of the structure about the lateral pitch axis, wherein, after the first, second, and third leveling zones have adjusted the attitude of the structure about the lateral pitch axis based on readings from a level sensor, the controller determines which of the second and third leveling zones is a lower zone relative to each other about a longitudinal roll axis of the structure and which of the second and third leveling zones is an upper zone relative to each other about the longitudinal roll axis, and then the controller directs the lower zone to adjust the attitude of the structure about the longitudinal roll axis, and then the controller directs the upper zone to adjust the attitude of the structure about the longitudinal roll axis, and wherein, after the second and third leveling zones have adjusted the attitude of the structure about the longitudinal roll axis based on reading from the level sensor, the controller successively ensures grounding of the first, second, and third leveling zones by causing extension of each leveler, one after another, until the level sensor detects movement in the structure.
 2. The leveling system of claim 1, further comprising a remote device having a user interface, a memory configured to store one or more instructions received from the user interface, and a processor that is configured to communicate the one or more instructions to the controller, thereby resulting in an extension or a retraction, wherein the processor is configured to calculate an angular orientation of a selected portion of the structure and generate a signal indicative of the angular orientation, and wherein the level sensor is integral with the remote device.
 3. The leveling system of claim 2, wherein the selected portion of the structure is identified by placement of the remote device, and wherein the controller is configured to calculate a leveling sequence based on the one or more instructions received from the user interface and the signal indicative of the angular orientation.
 4. The leveling system of claim 1, wherein the at least one first leveler is a front jack.
 5. The leveling system of claim 4, wherein the at least one second leveler is a first rear jack, and the at least one third leveler is a second rear jack.
 6. The leveling system of claim 4, wherein the at least one second leveler is a first leg of a stabilization system and the at least one third leveler is a second leg of the stabilization system, the stabilization system having at least one stabilizer motor configured to extend or retract the first and second legs in response to a stabilizer signal received from the controller.
 7. The leveling system of claim 1, wherein the at least one first leveler is a front landing gear operatively connected to a landing gear motor that extends or retracts the front landing gear in response to a landing gear signal received from the controller.
 8. The leveling system of claim 7, wherein the at least one second leveler is a first leg of a stabilization system and the at least one third leveler is a second leg of the stabilization system, the stabilization system having at least one stabilizer motor configured to extend or retract the first and second legs in response to a stabilizer signal received from the controller.
 9. The leveling system of claim 1, wherein the at least one first leveler is a pair of front landing gear each of which is operatively connected to a landing gear motor that extends or retracts the front landing gear associated therewith in response to a landing gear signal received from the controller.
 10. The leveling system of claim 9, further comprising a mechanical slip clutch assembly configured to inhibit extension of the pair of front landing gear when the landing gear motor associated therewith is operating to extend or retract.
 11. The leveling system of claim 9, wherein the controller directs the leveler of the first leveling zone that is located on a side of the structure corresponding with the lower zone to adjust the attitude of the structure about the longitudinal roll axis together with the leveler of the low zone, and then the controller directs the leveler of the first leveling zone that is located on an opposite side of the structure corresponding with the upper zone to adjust the attitude of the structure about the longitudinal roll axis together with the leveler of the upper zone.
 12. The leveling system of claim 1, wherein the at least one first leveler is a tongue jack, the at least one second leveler is a first rear jack, and the at least one third leveler is a second rear jack, wherein a user interface is connected to the tongue jack.
 13. The leveling system of claim 1, wherein the at least one second leveler is a first leg of a stabilization system and the at least one third leveler is a second leg of the stabilization system, the stabilizer stabilization having at least one stabilizer motor configured to extend or retract the first and second legs in response to a stabilizer signal received from the controller.
 14. The leveling system of claim 1, further comprising a stabilization system having at least one stabilizer leg and a stabilizer motor operatively connected to the stabilizer leg, the stabilizer motor being configured to extend or retract the respective stabilizer leg in response to a stabilizer signal received from the controller.
 15. The leveling system of claim 14, the at least one stabilization system further comprising a relay configured communicate with the controller and activate the stabilizer motor in response to the stabilizer signal.
 16. The leveling system of claim 14, the at least one stabilization system further comprising a mechanical slip clutch assembly configured to inhibit extension of one or more stabilizer legs when the stabilizer motor is operating to extend or retract.
 17. The leveling system of claim 1, wherein the controller dynamically changes a rate at which the levelers are actuated.
 18. The leveling system of claim 1, wherein the controller operates in an auto level mode where it automatically sends the first signal, the second signal, and the third signal according to an optimal sequence calculated by the controller.
 19. The leveling system of claim 1, wherein operates in a manual level mode where it indicates a manual sequence for manually leveling the first zone, the second zone, and the third zone according to an optimal sequence calculated by the controller.
 20. The leveling system of claim 1, wherein the level sensor is a digital accelerometer.
 21. A leveling system for adjusting an attitude of a structure, comprising: a controller configured to send and receive at least one signal indicative of the attitude of the structure; a first leveling zone for adjusting the attitude of the structure about a lateral pitch axis of the vehicle, a second leveling zone for adjusting the attitude of the structure about a longitudinal roll axis of the structure, and a third leveling zone for adjusting the attitude of the structure about the longitudinal roll axis; wherein the controller directs the first leveling zone to adjust the attitude of the structure about the lateral pitch axis and then simultaneously directs the second leveling zone and the third leveling zone to further adjust the attitude of the structure about the lateral pitch axis, wherein the controller directs a lower zone of the second or third leveling zone to adjust the attitude of the structure about the longitudinal roll axis and then directs an upper zone of the second or third leveling zone to adjust the attitude of the structure about the longitudinal roll axis, and wherein, the first, second, and third leveling zones each include at least one leveler, and the controller then performs a fine-leveling operation where it successively extends each leveler, one at a time, until a level sensor detects movement of the structure.
 22. The leveling system of claim 21, wherein the controller performs the fine-leveling operation by extending the one or more levelers of the first leveling zone until the level sensor detects movement of the structure, and then extends the one or more levelers of one of the second or third leveling zone until the level sensor detects movement of the structure, and then extends the one or more levelers of another of the second or third leveling zone until the level sensor detects movement of the structure.
 23. The leveling system of claim 21, wherein the first leveling zone is configured for adjusting the attitude of the structure about both the longitudinal roll axis and the lateral pitch axis of the vehicle.
 24. The leveling system of claim 23, wherein the first leveling zone adjusts the attitude of the structure about the longitudinal roll axis of the vehicle simultaneously with the upper and lower zones. 